boyle



NoiMode l.) Sheets-Sheet 1.

I J. M. BOYLE.

SWITCH.

No. 592,191. Patented Oct. 19,1897.

(No Model.) 3 Sheets-Sheet 2.

J. M. BOYLE. SWITCH.

No. 592,191. Patented, on. 19, 1897.

(No Model.) 3 Sheets-Sh'et 3.

- J. M. BOYLE.

SWITCH.

No. 592,191 Patented Oct. 19,1897.

II n.

rnn STATES PATENT r on.

JAMES M. BOYLE, OF BOSTON, MASSACHUSETTS, ASSIGNOR OF ONE-HALF TO HARRY DEC. RICHARDS OF NEW YORK, N. Y.

SWITCH.

SPECIFICATION forming part of Letters Patent No. 592,191, dated October 19, 1897. Application filed March 2, 1897. Serial No. 625,798 (No model.)

To all whom it may concern:

Be it known that I, JAMES M. BOYLE, of Boston, in the county of Suffolk and State of Massachusetts,have invented certain new and useful Improvements in Switches; and I do hereby declare that the following is a full,

I clear, and exact description of the invention,

which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the letters of reference marked thereon, which form part of this specification.

This invention relates to improvements in railway-switches in which the switching is done by the raising and lowering of the switch-tongues instead of moving them sidewise.

a vertical section on the line so a of Fig. 1 with one switch-tongue raised and the other lowered, the arrangement being necessary to confine the wheels to the main track. Fig. 4 is a similar section on the same line, the parts being in position to cause the'wheels to pass from the main track to the siding or turnout. Fig. 5 is a View in side elevation of one of the main castings or frogs of the switch, having a portion broken away toshow the switchtongue and its elevating mechanism. Fig. 6 is a bottom plan view of the main frog with the parts in the positions shown in Fig. 3. Fig. 7 is a top plan view of the same with the switch-tongues and their elevating'mechanism removed. Fig. 8 is a vertical transverse sectional view through one of the tongue-elevating cam mechanisms, showing one means for taking the Weight off the tongue, (and cars passing over it,) and off the cam pivot-pin. Fig.9 is a section through part of the frog, illustrating the same mechanism. Fig. 10 is a modified form of device for thesame purpose.

Referring to the drawings, A and B are the main castings or frogs of the switch, the frog A being arranged in thedrawings to form a portion of the right-hand rail of the main track and the frog B to form a portion of the left-hand rail of the same, each frog also formingv the initial portion of the rails of the siding or turnout. The two frogs are simi lar'in construction, except that frog A is prepared to receive the switch-tongues, and their raising mechanism, as hereinafter specified.

' Ea'ch'frog is a solid metal block and'will now be described in detail.

The frog A is provided along its upper right-hand or outer edgewith a continuous unbrokenrail a, straight from end to end, and forming, when the switch is in place, a portion of the continuous unbroken rail of the main track. On the inner upper edge is provided a rail 5 b, which is also continuous,

but not straight, the portion 19 forming a keeper for the inside of the flange of the wheel, riding on the main-track rail a,'and is parallel to the rail a, While the portion 1) is at a slight angle thereto, and performs a similar office when the wheel has left the main rail a and is being started by the switchtongue onto the siding or turnout rail. Betweenthese portions a, b, and b of the frog is formed a pointed or tapering frog-tongue 0, thus forming a straight groove 01 from end to end of the frog, between the rail (1 and on one side and the rail 1) and frog-tongue c on the other, and a groove 6 branching therefrom between the rail 19 and the frog-tongue 0. At each end of the frog are formed recesses to receive the abutting ends of the rails of the track, the recesses f and f receiving the ends of the main rail, and the recess g receiving the end of the turnout-rail. A The frog B, connecting with the outer rail of the main track and the other rail of the siding, has parts similar to those of frog A, before described, except that their positions I when in use are reversed. There are on the upper side a rail h corresponding with rail a on frog A, a rail 1' and 2" corresponding to 17 and l), frog-tongue j corresponding with c, and grooves 7; and Z corresponding with (Z and e. The rail It acts as a keeper for the inside of the wheel-flange when on the main-track rail, the part 1 and the inside edge of frogtonguej as part of the rail of the main track, the part i as part of the siding-rail, and the outer side of the frog-tongue as a keeper for the flange of the wheel while on part h. There are also recesses m, m, and n in the ends of the frog corresponding with recessesfif, and g in frog A The frog B is a solid metal block, as described, but the frog A has two switch-tongues C and D, mounted with the heels in slot-s or recesses or hung on journals E and F in slots G and II, said slots coinciding with the sides of the grooves d and 6, but from the point of the switch-tongue C are decreased in width until they end at the point where the parts I) and I) join each other. These slots extend vertically through the frog, and the switchtongues G andD mounted therein are of their exact contour, being arranged so that when the tongues are lowered their upper surfaces are flush with the bottom of the grooves d and e. \Vhen raised, the points of the tongues are brought to a level with the top of the rails and their uppersurfaces are slightly cut away toward the points, as at 0, so that this portion of their upper surface will also be flush with the top of the rails (t and b I) when the tongues are raised. These switchtongues are raised and lowered by means of cams or eccentrics I and J, mounted in the slots G and II below the switch-tongues 011 shafts K and L, which project beyond the frog at the sides, and are provided with operating handles or levers M N, so arranged on the shafts that when the switch-tongue is raised its lever will be vertical, and when lowered will be horizontal, so that by attaching a signal-indicator on the end of each lever the train or motormen approaching the switch will be apprised of the position of the switchtongues. Automatic operating mechanism located above or below the surface may be used when desired, electrical or otherwise.

\Vhen switch-tongue C is lowered and D raised, the beveled end of tongue D will form a connection in line with and between rail Z) and the inner edge of frog-tongue c and the upper surface of switch-tongue 0 will form and complete the bottom of groove (1, so that the train or car will continue on the main track with no possibility of leaving it, but when switch-tongue D is lowered and O raised the upper surface of tongue D will form and complete the bottom of groove 6, while the beveled edge of switchtongue C will form, as it were, a continuation of the inner edge of the frog-tongue c to the rail a, so that the wheel of the train or car approaching on the main track will pass from the rail a onto the beveled end of the switch-tongue O, thence upon the frog-tongue c, and from it to the turnout-rail, the parts of the frog B being so located that the opposite wheels will be correspondingly shunted without the use of the switch-tongues in it; but, if desired, switchtongues might be mounted therein to correspond with those of frog A and arranged to be operated separately or sim ultaneously with separate or connected raising mechanism.

In Figs. 8 and 9 the lifting-cam is shown as provided with a side projecting lug Q, which, when the cam is turned to raise the tongue, moves in a curved groove R in the inner wall of the vertical groove in which the cam is mounted. lVhen the tongue is raised in position to form part of the rail, the weight of the car upon it is borne by lug Q, resting upon the lower wall of the groove R, and thus all strain is removed from the pivotpin of the cam.

Another means for accomplishing the same result is shown in Fig. 10, in which the cam is provided with a boss S, which also takes the strain off the pin.

It will be observed that the switch-tongues are at all times rigidly held against any lateral displacement, and their vertical movements insure them against being clogged up by snow, ice, or mud.

The operating mechanism maybe entirely protected under ground and operated by power of any kind, if desired.

The switch can be set by weighting the levers or by proper electrical or other mechanism to remain open on main track or siding, as desired, except during the time that the lever or other throwing device is in operation. After car or train has passed, the releasing of the lever mechanism will immediately throw the switch to safety for either the main line or turnout as originally set.

The switch can be so covered and protected that it can only be changed by proper unlocking-lever and be thus insured against malicious or unwarranted interference.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-

1. In a railway-switch the combination of a frog provided with branching grooves in its upper surface, a switch-tongue provided .in the frog to form a part of the bottom of one of the said grooves, and mechanism for raising and lowering said switch-tongue, substantially as described.

2. In a railway-switch the combination of a frog provided with branching grooves in its upper surface, two switch-tongues mounted in the frog to form parts of the bottoms of said grooves, and mechanism for raising and lowering said tongues substantially as described.

3. In a railway-switch, the combination of a frog having a straight groove in its upper surface in line with the inside of the maintrack rail, a branch groove leading therefrom in line with a turnout-rail, and a frog-tongue between said grooves, with a pointed switchtongue mounted in the straight groove so that in line with the turnout-rail and afrog-tongue' between said grooves, with a pointed switchtongue mounted in the branch groove so that its beveled end will complete the inside of the main straight groove, and mechanism to raise and lower said switch-tongue, substantially as described.

5. In a railway-switch, the combination of a frog having astraight groove in its upper surface in line with the inside of the maintrack rail, a branch groove leading therefrom in line with a turnout-rail, and a frog-tongue between said grooves, with a pointed switchtongue mounted in the straight groove so that its beveled end will form a continuation of the frog-tongue to the main rail, a second pointed switch-tongue pivoted in the branch groove so that its beveled end will complete the inside of the main straight groove, and mechanism to raise and lower said switchtongues, substantially as described.

6. The railway-switch frog consisting of the main casting slotted as described and having branching grooves d and e rails a b b and frog-tongue c in combination with switchto'ngues O and D pivoted in the slots raising mechanism mounted in the said slots under said switch-tongues for raising and lowering them, substantially as described.

In testimony that I claim the foregoing as my own I affix my signature in presence of two witnesses.

JAMES M. BOYLE.

Witnesses:

F. O. ROYAL, C. K. KLINK. 

